Brake Carrier

ABSTRACT

A one-piece brake carrier for a vehicle disc brake is provided. The brake carrier has a frame-like disc wrap-around element which has two mutually parallel bridge struts, and two frame sections arranged parallel to a brake disc rotation axis and connecting the bridge struts. The brake carrier further has a securing flange by which the brake carrier is fixable to an axle flange. One or both of the frame sections, starting from a side of the brake carrier away from the securing flange widens toward an outer edge of the securing flange.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is a continuation of PCT International Application No.PCT/EP2016/074155, filed Oct. 10, 2016, which claims priority under 35U.S.C. § 119 from German Patent Applications Nos. 10 2015 117 285.2,filed Oct. 9, 2015, and 10 2016 104 967.0, filed Mar. 17, 2016, theentire disclosures of which are herein expressly incorporated byreference.

BACKGROUND AND SUMMARY OF THE INVENTION

The present invention relates to a brake carrier for a disc brake.

Brake carriers of the type in question for disc brakes are producedintegrally, preferably by a primary forming process, preferably by sandcasting, wherein cast iron containing spheroidal graphite or spheroidalgraphite iron is preferably used as the material. The cast blankproduced in such a manner is subsequently finished partially bymachining, thus resulting in an installable brake carrier. Integralbrake carriers of this type have basically proven successful, but shouldbe developed even further. Due to the strength requirements imposed onthe brake carrier and due to a constricted construction space for thebrake carrier and the resulting, previous geometrical configuration, thebrake carriers according to the prior art thus have a relatively highweight which should provide further potential for optimization.

DE 10 2013 110 159 A1 describes a brake carrier of the type in question(see FIG. 16) which, at least on a side facing away from the fasteningflange and outward with respect to a disc-encompassing portion, has areinforcement rib which protrudes or is raised from the brake carrier inthe axial direction with respect to a brake-disc axis of rotation. Thereinforcement rib is designed as a continuous contour line. Thecontinuous contour line in each case has a profile which preferablyrises continuously from two outer ends toward a central axis ofsymmetry. The brake carrier described in DE 10 2013 110 159 A1 doesindeed already have a relative low weight. Nevertheless, it isdesirable, in particular also with regard to a further optimization ofthe payload of a commercial vehicle, to provide a brake carrier which isfurther optimized in terms of weight and therefore also costs inrelation to the prior art, in particular for commercial vehicle brakes.

The invention is therefore based on the object of providing an improvedbrake carrier with a low weight and at the same time improved stressdistribution.

According to the invention, the disc-encompassing portion of the brakecarrier is designed on its radial outer side with respect to the brakedisc, i.e. on the respective frame portion of the brake carrier, in sucha manner that little material is used, but the brake carriernevertheless has sufficient rigidity. Using in each case entirely or atany rate a substantially triangular configuration of the frame portion,a low weight is achieved here.

An integral brake carrier according to the invention for a disc brake ofa vehicle, having a brake disc, includes a frame-like disc-encompassingportion which has two mutually parallel bridge struts and two frameportions which are arranged parallel to a brake-disc axis of rotationand connect the bridge struts, and a fastening flange at which the brakecarrier is fastenable to an axle flange of a vehicle axle. Starting froma side of the disc-encompassing portion that faces away from thefastening flange, one or both of the frame portions is/are in each casewidened as far as an outer edge of the fastening flange of the brakecarrier in such a manner that the widening is in the form of an increasein distance with respect to a plane of the disc-encompassing portion.

In one embodiment, one or both of the frame portions is/are widened insuch a manner that, in each case starting from that side of thedisc-encompassing portion that faces away from the fastening flange, ageometrical element is in each case formed as far as an outer edge ofthe fastening flange of the brake carrier.

According to a preferred embodiment, the geometrical element istriangular, wherein that side of the frame portion which faces thefastening flange in each case forms a shortest side of the triangulargeometrical element. Within each case triangular configuration of theframe portion, weight is saved in an advantageous manner. The respectiveframe portion is configured in such a manner that that side of the frameportion which faces the fastening flange in each case forms the shortestside of the triangle, the rigidity of the brake carrier isadvantageously not reduced on said side, while, on that side of theframe portion which faces away from the fastening flange, weight canadvantageously be saved by the triangular configuration of the frameportion since the stiffening of the component on this side is taken overby other geometrical elements of the brake carrier.

Alternatively, that side of the frame portion which faces the fasteningflange in each case forms a long base side of the trapezoidalgeometrical element. It is provided both in the case of the triangularand in the case of the trapezoidal geometrical element that one or bothof the frame portions has/have a lower edge which has a rectilinearprofile without steps. As a result, stress distribution to the frameportions, including a weight reduction, can take place uniformly.

In a further preferred variant, the brake carrier can in each case havetwo carrier horns on a side of the brake carrier that face away from thefastening flange, and can in each case have two carrier horns on a sideof the brake carrier that face the fastening flange. The two carrierhorns in each case preferably have an L-shaped cross section on thatside of the brake carrier which faces the fastening flange. With theL-shaped cross section, the carrier horns obtain a loading appropriategeometry in an advantageous manner on that side of the brake carrierwhich faces the fastening flange, with optimum use of the material.

In one embodiment, the two limbs of the respectively L-shaped crosssection of the carrier horns can be designed to be thicker than thecarrier horns on that side of the brake carrier which faces away fromthe fastening flange.

The brake carrier preferably has a reinforcement rib which comprises acentral, curved rib portion and two rib portions having a rectilinearprofile, and has a closed contour line, on its outer side facing awayfrom the fastening flange. The reinforcement rib thus advantageouslystiffens that side of the brake carrier which faces away from thefastening flange.

In a further embodiment, it is provided that the contour line of thereinforcement rib in each case begins at two ends on the frame portionof the brake carrier with a respective rib portion having a rectilinearprofile and in each case first runs parallel under a plane or in theplane of a base surface of the disc-encompassing portion and then, withthe central rib portion, follows the bridge strut on its side facingaway from the fastening flange or outer side and runs as far as a planeof symmetry “S” of the brake carrier. A uniform reinforcement and stressdistribution can therefore arise.

In yet another embodiment, the central, curved rib portion of thereinforcement rib extends between those sides of the disc-encompassingportion which face the carrier horns in an arc-shaped manner, inparticular in a circular-arc-shaped manner, in the region of anaxle-engaging-over portion, which can likewise bring about a uniformstress distribution and reinforcement.

A further improvement in the uniformity of stress distribution andreinforcement can take place by the fact that the reinforcement rib isformed mirror-symmetrically with respect to the plane of symmetry “S”.

For this purpose, the reinforcement rib can also be positioned in such amanner that it is arranged above fastening points of the brake carrier.

It is advantageous if the brake carrier has pockets. With the reductionin wall thickness in the region of the pockets, material and thereforeweight is advantageously saved. In one embodiment, these pockets can bearranged in the region of the fastening points below carrier horns onthe brake-disc-facing side of that side of the disc-encompassing portionwhich faces the fastening flange. As a result, even further advantagesin respect of vibration behavior can arise.

According to another preferred embodiment, the brake carrier has one ormore apertures. The apertures are advantageously arranged at points ofthe brake carrier having low deformation and therefore low mechanicalstress, and advantageously act in a weight-reducing manner withoutincreasing the mechanical stress in the region of the apertures in thebrake carrier by stress concentration. Furthermore, the aperturesadvantageously serve for removing heat from the brake pads and from thebrake disc into the surroundings. In addition, a center of gravity ofthe brake carrier can therefore be displaced further inward, as a resultof which a natural frequency of the brake carrier can be increased inorder to improve a noise, vibration, harshness (NVH) behavior. For thispurpose, in a further embodiment, the two apertures can be arrangedmirror-symmetrically with respect to the plane of symmetry “S”, as aresult of which a uniformity in the reduction of the NVH behavior can beincreased.

In a further preferred embodiment of the invention, a clear width “W₁”of the brake pad slot formed by the carrier horns arranged facing awayfrom the fastening flange is greater than a clear width “W₂” of thebrake pad slot formed by the carrier horns arranged facing the fasteningflange. With the reduced clear width “W₂” of the brake pad slot arrangedfacing the fastening flange, the rigidity on that side of the brakecarrier which faces the fastening flange is advantageously increased andtherefore the mechanical stresses are likewise advantageously reduced inthis region of the brake carrier. As a result, wall thicknesses cancorrespondingly be reduced and weight can advantageously be saved.

In one embodiment, at least one of the mutually parallel bridge strutsis provided with at least one side tilted by an angle. The advantage canthereby be achieved that local stresses are reduced since the stressesare distributed in a sheet-like manner over the bridge strut.

In one embodiment, it is provided for this purpose that the bridge strutfacing the fastening flange is provided with the at least one sidetilted by an angle.

It is preferred here, in one embodiment, that an upper side of thebridge strut facing the fastening flange is tilted at an angle to animaginary horizontal plane which lies parallel to a plane of thedisc-encompassing portion.

Alternatively or additionally, a lower side of the bridge strut facingthe fastening flange can also be tilted at an angle to an imaginaryhorizontal plane which lies parallel to a plane of the disc-encompassingportion.

In one embodiment, it is provided that the angle has a value which lieswithin a range of approximately 1° to 20°, preferably 5° to 12°.

Alternatively, a value of the angle may also be variable over the lengthof the bridge strut facing the fastening flange.

The value of the angle is selected here in such a manner that materialcan be removed or saved in the region of the stress concentrations. As aresult, a weight of the brake carrier is advantageously also reduced,with it simultaneously being possible to have a positive influence on anNVH behavior.

For this purpose, in a further embodiment, at least one of the mutuallyparallel bridge struts has at least one constriction which can alreadybe formed during the manufacturing or else retrospectively.

A disc brake of a vehicle has the above-described brake carrier. Theoverall weight of the disc brake is thereby kept low.

Other objects, advantages and novel features of the present inventionwill become apparent from the following detailed description of one ormore preferred embodiments when considered in conjunction with theaccompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 shows a three-dimensional isometric illustration of a firstembodiment of a brake carrier according to the invention.

FIG. 2 shows a front view of the brake carrier according to theinvention from FIG. 1.

FIG. 3 shows a side view from the left of the brake carrier according tothe invention from FIG. 2.

FIG. 4 shows a three-dimensional diametric illustration of the brakecarrier according to the invention from FIG. 1.

FIG. 5 shows a top view of the brake carrier according to the inventionfrom FIG. 1 or 2.

FIG. 6 shows a disc brake, into which a brake carrier according to theinvention according to FIG. 1 is installed.

FIG. 7 shows a top view of a second embodiment of the brake carrieraccording to the invention.

FIG. 7A shows a schematic cross-sectional illustration of a bridge strutfrom FIG. 7.

FIGS. 8-10 show sectional illustrations of the second embodiment of thebrake carrier according to the invention according to FIG. 7.

FIG. 11 shows a top view of a variant of the second embodiment of thebrake carrier according to the invention according to FIG. 7.

FIG. 11A shows a further schematic cross-sectional illustration of thebridge strut of FIG. 11.

FIGS. 12-14 show sectional illustrations of the brake carrier accordingto FIG. 11.

FIGS. 12A-12C, 13A-13C, 14A-14C show further sectional illustrations ofthe brake carrier according to FIG. 11.

FIG. 15 shows a three-dimensional illustration of a brake carrieraccording to earlier prior art.

FIG. 16 shows a three-dimensional illustration of a brake carrieraccording to the prior art described in DE 10 2013 110 159 A1.

DETAILED DESCRIPTION OF THE DRAWINGS

In the following, expressions such as “top”, “bottom”, “right”, “left”etc. are used, which relate to the orientation of the brake carrieraccording to FIG. 2. A Cartesian system of coordinates in the figuresserves for further orientation.

FIGS. 1-6 are illustrations of an embodiment of a brake carrier 1according to the invention. The brake carrier 1 is preferably formedintegrally. It is preferably produced by a primary forming process,particularly preferably by casting, wherein use is preferably made of aductile type of cast iron, particularly preferably of cast ironcontaining spheroidal graphite.

The brake carrier 1 spans or encompasses in the manner of a frame, aswhat is referred to as a disc-encompassing portion 2 or disc frame, aradially outer portion, with respect to a vehicle wheel axle/brake-discaxis of rotation 19, of a brake disc 3, which is connected to a vehicleaxle for rotation therewith, of the disc brake 4 (see in this respectFIG. 6). The disc-encompassing portion 2 lies in an x-z plane below abase surface 5 (explained in more detail below) of the brake carrier 1.A plane of the disc-encompassing portion 2 is therefore a plane parallelto the base surface 5. The disc-encompassing portion 2 comprises twomutually parallel bridge struts 21 a, 21 b and two frame portions 22 a,22 b which are arranged parallel to a brake-disc axis of rotation 19 andin each case connect the bridge struts 21 a, 21 b to each other at theirends.

One of the bridge struts 21 a, 21 b is in each case arranged on bothsides of the brake disc 3 parallel with or spaced apart in the axialdirection from the brake disc 3.

The bridge struts 21 a, 21 b have a substantially rectilinear formwhich, in the region of the axle-engaging-over portion orhub-engaging-over portion, spans said portion in an arcuate manner. Thebridge struts 21 a, 21 b are thus colloquially also referred to in eachcase as an arc-like hub arch 21 a, 21 b. The two bridge struts 21 a, 21b are connected to each other parallel to the brake-disc axis ofrotation 19 or spaced apart in the radial direction with respect to thebrake disc 3 via frame portions 22 a, 22 b, to form thedisc-encompassing portion 2.

One of the bridge struts 21 b lies on a fastening side BS of the brakecarrier 1, on which side the brake carrier 1 has a fastening flange 20which can be fastened to an axle flange. This side of the brake carrier1 is called the side facing the fastening flange below, whereas theother side of the brake carrier 1 is referred to as the side facing awayfrom the fastening flange. Accordingly, the bridge strut 21 b arrangedon the fastening side BS is called the bridge strut 21 b facing thefastening flange, while the other bridge strut 21 a is referred to asthe bridge strut 21 a facing away from the fastening flange. The axleflange is in each case arranged at one end of a vehicle axle. Thefastening flange 20 of the brake carrier 1 is accordingly stabilized onthe vehicle axle.

The brake carrier 1 furthermore has two carrier horns 6 a, 6 b or 7 a, 7b with respective support walls 26 a, 26 b and 27 a, 27 b on each sideof the brake disc 3. Overall, there are therefore four of the carrierhorns 6 a, 6 b and 7 a, 7 b. They are formed integrally with thedisc-encompassing portion 2. The carrier horns 6 a, 6 b which arearranged on that side of the brake carrier 1 which faces away from thefastening flange are also referred to as outer carrier horns 6 a, 6 b,whereas the carrier horns 7 a, 7 b arranged on that side of the brakecarrier 1 which faces the fastening flange are referred to as innercarrier horns.

The carrier horns 6 a, 6 b and 7 a, 7 b extend upward in a positive ydirection from the frame portions 22 a, 22 b, starting from a surface orplane referred to by definition as the base surface 5. Said base surface5 lies here in an x-z plane and therefore at right angles to a plane ofthe brake disc 3. The carrier horns 6 a, 6 b and 7 a, 7 b are preferablyarranged symmetrically here with respect to in each case one of thebridge struts 21 a, 21 b and furthermore preferably lie one behindanother in the circumferential direction in a plane parallel to thefrictional surface or a plane of the brake disc 3. The carrier horns 6a, 6 b and 7 a, 7 b serve for supporting and guiding brake pads 8 of thedisc brake 4 (see in this respect FIG. 6).

The two inner carrier horns 7 a, 7 b each have an L-shaped crosssection. In addition, the two outer carrier horns 6 a, 6 b preferablyeach also have an L-shaped cross section. The “L” is in each caseoriented in the direction of the brake pads (not illustrated here) inorder to form support points in the radial direction and in thecircumferential direction for said brake pads.

An elongate recess 28 a, 28 b is in each case formed at the ends of theinner support walls 27 a and 27 b that merge into the base surface 5,said recess extending in the z direction substantially over the entirewidth, i.e. in the z direction, of the respective support wall 27 a, 27b. Said recesses can serve for saving weight and improving a noise,vibration, harshness (NVH) behavior.

It is readily recognizably illustrated in FIG. 1 that the two limbs ofthe respective L-shaped cross section of the inner carrier horns 7 a, 7b are designed to be wider, thicker and higher than the limbs of theouter carrier horns 6 a, 6 b. With the L-shaped cross section, the innercarrier horns 7 a, 7 b advantageously obtain a load-meeting geometry,with optimum use of material.

The carrier horns 6 a, 6 b and 7 a, 7 b together with lower supportpoints 9 a, 9 b and 10 a, 10 b, respectively, of the brake carrier 1 ineach case form one of two brake pad slots which each guide and support apad carrier plate of a brake pad 8 (see FIG. 6) in the circumferentialdirection, i.e. on the run-in side and run-out side and also downward.

The bridge strut 21 a facing away from the fastening flange is widenedon its longitudinal side, which points outward, i.e. in a negative zdirection, by a reinforcement rib 11 in such a manner that a width ofthe bridge strut 21 a facing away from the fastening flange is increasedin the direction of the brake-disc axis of rotation 19 or in thenegative z direction. The disc-encompassing portion 2 thereby mergesdirectly into the reinforcement rib 11.

Said reinforcement rib 11 comprises a central, curved rib portion 11 awhich is convex with respect to the brake-disc axis of rotation 19, andtwo rib portions 11 b and 11 c which have a substantially rectilinearprofile in the direction of the x axis. Each end of the central ribportion 11 a is in each case connected to one of the rib portions 11 b,11 c having a rectilinear profile. This results in a closed contour lineof the reinforcement rib 11, which will be explained in more detailbelow.

The frame portions 22 a, 22 b each connect the ends of the bridge struts21 a, 21 b in the plane of the disc-encompassing portion 2. An end of arespective frame portion 22 that faces away from the fastening flange isconnected here on a side of the disc-encompassing portion 2 that facesaway from the fastening flange to the respective end of the bridge strut21 a facing away from the fastening flange. On the fastening side BS, atthe end of the respective bridge strut 21 b facing the fastening flange,at least one or preferably both of the frame portions 22 a, 22 b is orare widened or extended downward in such a manner that a portion isformed here which has an entirely or substantially triangulargeometrical element 13 with three corner points 13 a, 13 b and 13 c.This is illustrated in particular in FIG. 3.

In other words, one or preferably both of the frame portions 22 a, 22 bis/are widened in each case over a course starting from the corner point13 b on that side of the disc-encompassing portion 2 which faces awayfrom the fastening flange in each case as far as the corner point 13 con an outer edge 12 of the fastening side BS of the brake carrier 1 insuch a manner that the widening is realized in the form of an increasein the distance with respect to the plane of the disc-encompassingportion 2. The widening is thus greatest at the outer edge 12, wherein adistance of the corner point 13 a at this point from an imaginaryconnecting line of the corner points 13 b and 13 c or the plane of thedisc-encompassing portion 2 is greatest.

The triangular geometrical element 13 here is a right-angled trianglewith the corner points 13 a, 13 b and 13 c, legs a, b and the hypotenusec. That side of the frame portion 22 a, 22 b which faces the fasteningflange in each case forms a shortest side between the corner points 13 aand 13 c of the triangular geometrical element 13 than the one leg b.The other leg a is formed by a connection of the corner points 13 c and13 b. The corner point 13 b of the triangular geometrical element 13lies at the respective free end of the respective rectilinear ribportion 11 b, 11 c of the reinforcement rib 11 and is connected to thecorner point 13 a in order to form the hypotenuse c of the right-angledtriangle. The hypotenuse c can be displaced parallel as far as a loweredge 25 of the respective frame portion 22 a, 22 b.

The edge 25 extends between a, for example arcuate, transition portion25 a on the reinforcement rib 11 as far as a further, for example alsoarcuate, transition portion 25 b on the fastening flange 20.Approximately perpendicularly below the center (as seen in the zdirection) of the inner carrier horn 7 b, the edge 25 runs rectilinearlyhere, beginning at the lower transition portion 25 b, obliquely upwardin the positive y direction without steps and further in the negative zdirection between the inner carrier horn 7 b and the outer carrier horn6 b, and further under the outer carrier horn 6 b as far as the uppertransition portion 25 a. The upper end of the edge 25 therefore liesoutside the outer carrier horn 6 b in the region of the connection ofthe rectilinear rib portion 11 b of the reinforcement rib 11, as canalso be seen in FIG. 1.

The geometrical element 13 may also be considered to be a trapezoidalgeometrical element 13′. The trapezoidal geometrical element 13′ forms aright-angled trapezoid with the corner points 13′a, 13′b, 13′c, 13′d andwith the base sides b and b′, and also limbs a and c′. This can best beseen from FIG. 3. In this case, the connection of the corner points 13′aand 13′c forms that side of the frame portion 22 a, 22 b which faces thefastening flange and at the same time forms the long base side b′ of thetrapezoidal geometrical element 13′, as is easily conceivable.

The connection of the corner point 13′c of the base side b′ to thecorner point 13′b and the connection of the other corner point 13′a ofthe base side to the corner point 13′d form the limbs a′ and c′ of thetrapezoid. The one limb a′ runs here parallel to the brake-disc axis ofrotation 19 between the corner points 13′c and 13′b.

The other limb c′ of the trapezoidal geometrical element 13′ between thecorner points 13′a and 13′d runs obliquely upward from the lower cornerpoint 13′a to the corner point 13′d, is partially indicated by dashedlines and lies in the edge 25.

In the case of the trapezoidal geometrical element 13′, the upper cornerpoint 13′d lies at the upper end of the oblique limb in the uppertransition portion 25 a of the edge 25. The corner point 13′b is locatedvertically above the upper corner point 13′d, wherein the connection ofthe corner points 13′b and 13′d forms the short base side b′ of thetrapezoid.

The frame portion 22 b (or 22 a) can therefore either be considered tobe a triangular geometrical element 13 or a trapezoidal geometricalelement 13′. In the case of the trapezoidal geometrical element 13′, arectangle with the corner points 13′b, 13 b, 13 d, 13′d, which isattached to the short base side b′ of the trapezoidal geometricalelement 13′, substantially forms, for example in a projection onto a y-zplane, a substantial part of a cross section of the reinforcement rib11.

The leg a as connection of the corner points 13 c, 13 b of thetriangular geometrical element 13 encloses, with the hypotenuse c asconnection of the corner points 13 a, 13 b, an angle which lies within arange of 15° to 45°, preferably within a range of 15° to 25°. The legs b(13 a-13 c) and a (13 c-13 b) are therefore at a certain ratio to oneanother and to the hypotenuse c (13 a-13 b), which ratio issubstantially determined by the formulae of the right-angled triangle ofthe triangular geometrical element 13. For the trapezoidal geometricalelement 13′, the corresponding laws of such a trapezoid can also be usedfor the configuration.

The respectively triangular or trapezoidal and therefore advantageouslyweight-saving configuration of the frame portion 22 a, 22 b is possibleby a solid and therefore stiff and therefore low-deformationconfiguration of the reinforcement rib 11. As a result, it is no longerrequired, in contrast to the brake carriers according to the prior art,to draw down the frame portion 22 a, 22 b of the disc-encompassingportion 2, in each case on that side of the brake carrier 1 which facesaway from the fastening flange, as far as possible in the direction ofsmall or negative y values with respect to the system of coordinates inFIG. 1, in order thereby to provide the brake carrier 1 with therequired rigidity or the required resistance against deformation.

The support points 9 a, 9 b and 10 a, 10 b each support the brake pad 8a, 8 b on the brake carrier 1 in the y direction with respect to thesystem of coordinates in FIG. 1, wherein the support points 9 a, 9 b and10 a, 10 b at the same time define the distance of the respective brakepad 8 from the vehicle axis.

Bearing bolts for a brake caliper 23, which is designed as a slidingcaliper, are fastenable to fastening points 16 a, 16 b of the supportwalls 27 a, 27 b of the inner carrier horns 7 a, 7 b (see FIG. 6). Thisis known per se to a person skilled in the art and will therefore not bedescribed in more detail here.

The brake carrier 1 is a preferably symmetrical component with respectto the plane of symmetry “S” (see FIG. 2) which is defined between the yaxis and the z axis of the system of coordinates in FIG. 1 or parallelthereto. Said brake carrier has the reinforcement rib 11 for stiffeningpurposes on its outer side which faces away from the fastening flangeand extends in its longitudinal direction in the x direction parallel toa plane of the brake disc 3.

The reinforcement rib 11 has a contour line which is continuous over theentire surface of the outer side of the brake carrier 1 that faces awayfrom the fastening flange, wherein the upper sides of the rectilinearrib portions 11 a and 11 b of the reinforcement rib 11 are offsetdownward, i.e. in the negative y direction, with respect to the basesurface 5. As a result, a step 5 a, 5 b is in each case formed and is ineach case connected to a partial portion of the underside of arespective support wall 26 a, 26 b of each outer carrier horn 6 a, 6 b.

In FIG. 1, the contour line of the reinforcement rib 11 begins at theleft free end of the left rectilinear rib portion 11 b in the region ofthe corner point 13 b of the triangular geometrical element 13 on theframe portion 22 a, 22 b of the brake carrier 1. Starting therefrom,said contour line in each case initially runs parallel under a plane orin the plane of the console-like base surface 5 of the disc-encompassingportion 2 with respect to the system of coordinates in FIG. 1 inward inthe direction of x values which are smaller or greater in amount, orcontinues toward the center as a rectilinear rib portion 11 b. Thecontour profile of the reinforcement rib 11 then follows the convexcentral rib portion 11 a toward the center and therefore follows theshape of the arcuate bridge strut 21 b on its outer side (i.e. on itsouter side facing away from the brake disc) as far as the plane ofsymmetry “S” (see FIG. 2) and further as far as the right end of thecentral rib portion 11 a, where the contour profile then follows theright rectilinear rib portion 11 c as far as the free end thereof. Thereinforcement rib 11 is formed mirror-symmetrically with respect to theplane of symmetry “S”. The reinforcement rib 11 advantageously stiffensthat side of the brake carrier 1 which faces away from the fasteningflange.

The reinforcement rib 11 is positioned in such a manner that it isarranged above the fastening points 14 a, 14 b and 15 a, 15 b of thebrake carrier 1. As a result, in the region of the carrier horns 6 a, 6b, said reinforcement rib is arranged just below the plane or in theplane of the base surface 5 of the disc-encompassing portion 2. Theeffect achieved by this arrangement is an advantageous shortintroduction of force and torque into the reinforcement rib 11, andtherefore significant stiffening of that side of the brake carrier 1which faces away from the fastening flange is achieved by thereinforcement rib 11.

Using a correspondingly dimensioned thickness of the reinforcement rib11 to utilize the maximum available construction space, a large amountof material of the brake carrier 1 in a plane parallel to the x-y planewith respect to the system of coordinates in FIG. 1 is brought outwardinto a position as far away as possible from the disc-encompassingportion 2. As a result, the second-degree geometrical moment of inertiathat is particularly relevant for deformation under operating loading isadvantageously configured to be of an appropriate size with respect to adeformation axis lying parallel to the Y axis of the system ofcoordinates in FIG. 1. This advantageously permits a specific reductionin wall thicknesses in the region of the disc-encompassing portion 2.

In this connection, the brake-disc-facing side of that side of thedisc-encompassing portion 2 which faces the fastening flange in eachcase has pockets 17 a, 17 b in the region of the fastening points 15 a,15 b below the carrier horns 7 a, 7 b. The pockets significantly reducethe thickness or the wall thickness of the brake carrier 1 at thesepoints. With the reduction in wall thickness in the region of thepockets 17 a, 17 b, material and therefore weight is advantageouslysaved.

The term “pocket” means a flat recess bounded by one or more walls and abase, in contrast to a groove, within a geometrical element of acomponent. Using the pocket 17 a, 17 b, the thickness of the geometricalelement is reduced in the region of the pocket 17 a, 17 b.

It is likewise clearly illustrated in FIG. 1 that the base surface 5 hasan aperture 18 a in the respective step 5 a, 5 b, and the rectilinearrib portions 11 a and 11 b of the reinforcement rib 11 each have anaperture 18 b in the region of the carrier horns 6 a, 6 b on that sideof the brake carrier 1 which faces away from the fastening flange. Thetwo apertures 18 a, 18 b also each extend in a positive y direction intothe respective support wall 26 a, 26 b of the associated outer carrierhorn 6 a, 6 b and are arranged mirror-symmetrically with respect to theplane of symmetry “S” (see FIG. 2). The apertures 18 a, 18 b areadvantageously arranged at points of the brake carrier 1 of lowdeformation and therefore of low mechanical stress and advantageouslyhave a weight-reducing effect without increasing the mechanical stressin the region of the apertures 18 a, 18 b in the brake carrier 1 bystress concentration. Furthermore, the apertures 18 a, 18 badvantageously serve for removing heat from the brake pads 8 and fromthe brake disc 3 into the surroundings. In addition, the apertures 18 a,18 b can have an improving influence on a noise, vibration, harshness(NVH) behavior since, by means of the apertures 18 a, 18 b, the centerof gravity of the brake carrier 1 is displaced inward and the naturalfrequency of the brake carrier 1 can rise.

It is clearly illustrated in FIG. 2 and FIG. 3 that the respective innercarrier horns 7 a, 7 b are higher, i.e. are larger in terms of size inthe y direction with respect to the system of coordinates in FIG. 1,than the outer carrier horns 6 a, 6 b. Furthermore, it can be seen thatthe outer carrier horns 6 a, 6 b have a smaller wall thickness than theinner carrier horns 7 a, 7 b. The carrier horns 6 a, 6 b and 7 a, 7 bare in each case machined at their free ends in order to reduce weight.

It is clearly illustrated in FIG. 2 that a clear width “W₁” of the brakepad slot formed by the outer carrier horns 6 a, 6 b is larger than aclear width “W₂” of the brake pad slot formed by the inner carrier horns7 a, 7 b. Using the reduced clear width “W₂” of the brake pad slotarranged facing the fastening flange, the rigidity on that side of thebrake carrier 1 which faces the fastening flange is advantageouslyincreased. As a result, the mechanical stresses in this region of thebrake carrier 1 are likewise advantageously reduced. Accordingly, wallthicknesses can be correspondingly reduced and weight advantageouslysaved.

FIG. 3 illustrates the triangular frame portion 22 a, 22 b (here: 22 b)in a top view projected in a y-z plane. The arrangement or positioningof the reinforcement rib 11 here below the base surface 5 in regionsoutside the bridge strut 21 a can likewise be readily seen. As alreadyexplained, the frame portion 22 b is widened, starting from a side ofthe disc-encompassing portion 2 that faces away from the fasteningflange, from the corner point 13 b in each case as far as an outer edge12 of the fastening flange of the brake carrier 1 with the corner point13 c. In the embodiment shown, the frame portion 22 b is widened in sucha manner that, starting from that side of the disc-encompassing portion2 which faces away from the fastening flange or starting from thereinforcement rib 11, the triangular geometrical element 13 ortrapezoidal geometrical element 13′ is formed toward the outer edge 12of the fastening flange 20 of the brake carrier 1. The triangulargeometrical element 13 is indicated here by chain-dotted lines. Theouter contour of the frame portion 22 b thus substantially follows thetriangle or the trapezoid which is not completely shown but is easilyconceivable. The same analogously applies to the frame portion 22 a (notillustrated in FIG. 3) on the opposite side of the disc-encompassingportion 2.

The apertures 18 a, 18 b in the base surface 5 in the region of theouter carrier horns 6 a, 6 b can be clearly seen in FIG. 4.

The brake carrier 1 is illustrated in a top view in FIG. 5. Thesubstantially rectangular shape of the disc-encompassing portion 2 canreadily be seen. The disc-encompassing portion 2 is formed from the twoparallel bridge struts 21 a, 21 b and from the frame portions 22 a, 22 bconnecting the bridge struts 21 a, 21 b. The ends of the bridge struts21 a, 21 b are connected here to the respective corresponding end of theframe portions 22 a, 22 b in such a manner that, in the top viewillustrated in FIG. 5, the outer contour represents a rectangular shapewithin a tolerance range. As in the side view illustrated in FIG. 2, thereinforcement rib 11 extends rectilinearly in a plane between thosesides of the disc-encompassing portion 2 which face the carrier horns 6a, 6 b, with the exception of the region in the axle-engaging-overportion. In the region of the axle-engaging-over portion, the centralrib portion 11 a of the reinforcement rib 11 is of arc-shaped design, inparticular of circular-arc-shaped design.

FIG. 6 illustrates a disc brake 4 with a brake caliper 23 foraccommodating an application mechanism, and with the brake carrier 1. Apneumatic brake cylinder 24 can furthermore be seen. The disc brake 4furthermore has the brake disc 3 and the brake pads 8. The triangularframe portion 22 a in a configuration as a triangular geometricalelement 13 and the reinforcement rib 11 of the brake carrier 1 canreadily be seen.

FIG. 7 shows a top view of a second embodiment of the brake carrier 1according to the invention. This second embodiment together withvariants thereof can be independent embodiments or, as described here,can be formed in combination with the first embodiment. FIG. 7A shows aschematic cross-sectional illustration of the bridge strut 21 b facingthe fastening flange.

The bridge strut 21 a facing away from the fastening flange has a bridgestrut portion 210 with a width 211, which is constant over the entirelength of the bridge strut 21 a in the x direction, in the y direction.

The bridge strut 21 b facing the fastening flange connects the fasteningflanges 20, which have screw-on surfaces for the fastening of the brakecarrier 1, to one another. In the prior art which is shown in FIGS. 15and 16, the bridge strut 21 b facing the fastening flange is providedwith a substantially square cross section.

In contrast to the first embodiment, the bridge strut 21 b facing thefastening flange is, however, designed differently. The bridge strut 21a facing the fastening flange comprises a central bridge strut portion212, the ends of which are each connected to a run-out portion 213 a,213 b. Each run-out portion 213 a, 213 b is in each case connected via aconnection portion 214 a, 214 b to the respective substructure of theassociated support point 10 a, 10 b of the respective carrier horn 7 a,7 b facing the fastening flange. In FIG. 7, the bridge strut 21 b facingthe fastening flange is thereby attached by the right connection portion214 a below the support point 10 a of the carrier horn 7 a via the rightrun-out portion 213 a. In a mirror-inverted manner with respect thereto,the bridge strut 21 b facing the fastening flange is connected by theleft connection portion 214 b below the support point 10 b of the othercarrier horn 7 b via the left run-out portion 213 b.

In this second embodiment, the run-out portions 213 a, 213 b each have aconstant width in the y direction over their length in the x direction.However, a width 216 of the central bridge strut portion 212 hasdifferent values over the length of the bridge strut portion 212 in thex direction. Beginning at a connection point with the right run-outportion 213 a (seen here in the negative x direction), the width 216 isinitially equal to the width 215 of the right run-out portion 213 a,then becomes smaller to approximately half the size toward the centerand then increases again as far as a connecting point to the leftrun-out portion 213 b until the width 216 has its starting size. Aconstriction 216 a is thereby formed. As a result, material can also besaved and an overall weight of the brake carrier 1 reduced.

The center of the central bridge strut portion 21 b should be understoodhere as meaning the plane of symmetry S (see FIG. 2) in which asectional plane VIII-VIII with the coordinate x₁ also lies in FIG. 7.

In a further difference, the bridge strut 21 b facing the fasteningflange is provided with at least one side tilted by an angle. The term“tilted” should be understood as meaning an inclination when therelevant side is inclined with respect to an imaginary horizontal x-zplane by the angle as inclination angle, whereas the term “tilted”indicates an elevation when the relevant side rises to an imaginaryhorizontal x-z plane by the angle as an elevation angle.

For this purpose, FIGS. 8 to 10 show sectional illustrations of thesecond embodiment of the brake carrier 1 according to the inventionaccording to FIG. 7. All of the sectional planes each lie in a y-zplane.

FIG. 8 shows a section along the sectional plane VIII-VIII of acoordinate x₁ in the x direction according to FIG. 7, wherein the centerof the cross section of the bridge strut portion 212 of the bridge strut21 b facing the fastening flange is illustrated in the region of thegreatest constriction 216. The cross section of the bridge strut portion212 and of the run-out portions 213 a, 213 b is shown in a schematiccross-sectional illustration in FIG. 7a and can be considered insimplified form as a square cross section which, in this example, formsa right-angled trapezoid with the corner points A, B, C, D as asimplified cross section. Simplification of the cross section should beunderstood here as meaning that, for the sake of simplicity, the roundedportion of the rounded corners or edges shown is not taken intoconsideration for this description.

The two base sides of said trapezoid A, B, C, D run parallel in the ydirection as an outer side 219 and an inner side 220, wherein the longerbase side as outer side 219 points toward the fastening side BS of thebrake carrier 1. In this embodiment, the outer side 219 and the innerside 220 run parallel to each other. The limb which is connected at aright angle to said base side/outer side 219 forms a lower side 218 andruns parallel to the z axis. An upper side 217 of the bridge strutportion 212 is inclined or tilted from the z axis at an angle α(x₁)about the corner point C and forms the second limb of the trapezoid. Theangle α(x_(i)) is thereby an angle of inclination of the upper side 217with respect to an imaginary x-z plane which runs through the cornerpoint C.

The thus inclined upper side 217 of the bridge strut portion 212 isinclined inward and downward in this example. That is to say, inwardbetween the carrier horns 6 b and 7 b or 6 a and 7 a. This angle ofinclination α(x₁) lies within a range of approximately 8° to 10° and ispreferably 9° here.

FIG. 9 shows a section along a sectional plane IX-IX of a coordinate x₂in the x direction according to FIG. 7. In contrast to FIG. 8, the crosssection of the central bridge strut portion 212 is enlarged here becauseof the larger width 216. The angle of inclination α(x₂) also lies withina range of approximately 8° to 10° and is here, however, preferably9.4°.

The section in FIG. 10 runs along a sectional plane X-X of a coordinatex₃ in the x direction according to FIG. 7. The cross section shown ofthe left run-out portion 213 b has the full width 215 d of the leftrun-out portion 213 b in the region of a transition to the leftconnection portion 214 b. The cross section has now transferred from atrapezoidal shape into a larger shape which is assembled from theoriginal trapezoidal shape and further geometrical basic shapes, whichwill not be dealt with further here. The angle of inclination α(x₃) alsolies here within a range of approximately 8° to 10° and here is,however, preferably 9.2°.

The above description of the inclined upper side 217 also applies to theright part (not described) of the bridge strut 21 b facing the fasteningflange. Alternatively, however, it is also conceivable for theinclination of the right upper side 217 not to be formed symmetricallywith respect to the left inclined upper side 217, but ratherdifferently.

FIG. 11 shows a top view of a variant of the second embodiment of thebrake carrier according to the invention according to FIG. 7. FIG. 11Ashows a schematic cross-sectional illustration of the bridge strut 21 bfacing the fastening flange.

In contrast to the second embodiment according to FIG. 7, in thisvariant the bridge strut 21 b facing the fastening flange has a width215 which remains invariable over the entire length of the centralbridge strut portion 212 including the run-out portions 213 a, 213 b.

FIGS. 12 to 13 are sectional illustrations of the variant of the secondembodiment of the brake carrier 1 according to FIG. 11. All of thesectional planes also each lie here in a y-z plane and have the samecoordinates x₁₋₃.

Also in this variant, the bridge strut 21 b facing the fastening flangeis provided with at least one tilted side, here preferably the upperside 217.

In this variant, the angle α(x₁) in FIG. 12 is 9°, changes to α(x₂)=9.4°in FIG. 13 and becomes somewhat smaller again in FIG. 14 withα(x₃)=9.2°.

FIGS. 12A, 13A and 14A show further variants of the angle α(x_(i)) byway of example. FIG. 12A shows α(x₁)=5° and FIG. 13A shows α(x₂)=5.2°.However, the angle α(x_(i)) does not become smaller again here in thethird position where x=3, but is increased to α(x₃)=5.3°, as FIG. 14Ashows.

During operation of the disc brake to which the brake carrier 1 isassigned, increased stresses customarily occur which may lead to asubstantial reduction in service life, particularly if said increasedstresses are concentrated on the inside or outside at the edges (radii)of the bridge strut 21 b in the run-out portions 213 a and 213 b. Aremedy in this regard is now provided by the inclined or tilted upperside 217 of the bridge strut 21 b facing the fastening flange. It istherefore possible to distribute the stresses in a sheet-like mannerover the cross section, and to reduce the stress and therefore also theweight of the brake carrier 1. The angle α(x_(i)) can extend here overthe entire bridge strut 21 b and move within a range of 1° to 20°. In apreferred embodiment, the angle α(x_(i)) is 5° to 12°, and approximately9° to 9.4° in the example shown. The angle α(x_(i)) can also changevariably over the entire course of the bridge strut 21 b depending onthe coordinate x. The position of the stresses plays a crucial rolehere. The angle α(x_(i)) has to be selected in such a manner thatmaterial is removed in the region of the stress concentration.

Alternatively, it is also conceivable for the lower side 218 of thebridge strut 21 b to be solely or else additionally tilted or inclinedin order possibly also to equalize stress concentrations on the lowerside 218. This is explained in more detail below.

FIGS. 12B, 13B and 14B show such a possibility, wherein the lower side218 of the bridge strut 21 b facing the fastening flange is alsoinclined in addition to the inclined upper side 217. FIG. 11A shows aschematic cross-sectional illustration.

In this variant, the lower side 218 is inclined upward at an angle β(x₁)with respect to the z axis about the corner point A, as can best be seenfrom FIG. 11A. The outer side 219 and the inner side 220 run here in they direction and parallel to each other. For the situation in which theangles α(x_(i)) and β(x_(i)) are identical in size, the cross section ofthe central bridge strut portion 212 forms a parallelogram, as seen insimplified form.

In the example according to FIG. 12B, α(x₁)=β(x₁)=5° and are thereforethe same size. At the coordinate x₂, which FIG. 13B shows, α(x₂)=5.2°,wherein β(x₂)=5.4° is larger. The angle α(x_(i)) in the third positionwhere x=3 becomes smaller again here: α(x₃)=5.1°. However, β(x₃) hasbecome substantially larger: β(x₃)=7.2° as emerges from FIG. 14B.

FIGS. 12C, 13C and 14C show a further variant in which only the lowerside 218 is inclined. In this case, the values of the angle β(x_(i))have the same values as in the variant according to FIGS. 12B, 13C and14C, i.e. increased from the center of the bridge strut 21 facing thefastening flange, toward the respective end of said bridge strut.

The invention is not restricted by the embodiments described above. Theinvention can be modified within the scope of the appended claims.

For example, it is thus conceivable for all of the sides of the bridgestrut 21 b facing the fastening flange to be able to be inclined.

Of course, other cross sections of the bridge strut 21 b facing thefastening flange than the cross sections described above are alsoconceivable.

It is also possible for the bridge strut 21 b facing the fasteningflange to have a type of twisting. The twisting here may be formedsymmetrically, but also asymmetrically, with respect to the axis ofsymmetry.

It is also conceivable for the upper side 217 to be inclined outwardand/or for the lower side to be inclined inward.

The constriction 216 a can also be present on the bridge strut 21 afacing away from the fastening flange.

Furthermore, it is also conceivable for the respective bridge strut 21a, 21 b to have more than one constriction 216 a.

The constriction(s) 216 a can also be formed on one side with respect toan imaginary longitudinal axis of the respective bridge strut 21 a, 21b.

The foregoing disclosure has been set forth merely to illustrate theinvention and is not intended to be limiting. Since modifications of thedisclosed embodiments incorporating the spirit and substance of theinvention may occur to persons skilled in the art, the invention shouldbe construed to include everything within the scope of the appendedclaims and equivalents thereof.

LIST OF REFERENCE SIGNS

-   1 Brake carrier-   2 Disc-encompassing portion-   3 Brake disc-   4 Disc brake-   5 Base surface-   5 a, 5 b Step-   6 a, 6 b Carrier horn-   7 a, 7 b Carrier horn-   8 Brake pad-   9 a, 9 b Support point-   10 a, 10 b Support point-   11 Reinforcement rib-   11 a, 11 b, 11 c Rib portion-   12 Outer edge-   13, 13′ Geometrical element-   13 a, 13 b, 13 c, 13 d Corner point-   13′a, 13′b, 13′c, 13′d Corner point-   14 a, 14 b Fastening point-   15 a, 15 b Fastening point-   16 a, 16 b Fastening point-   17 a, 17 b Pocket-   18 a, 18 b Aperture-   19 Brake-disc axis of rotation-   20 Fastening flange-   21 a, 21 b Bridge strut-   22 a, 22 b Frame portion-   23 Brake caliper-   24 Brake cylinder-   25 Edge-   25 a, 25 b Transition portion-   26 a, 26 b Support wall-   27 a, 27 b Support wall-   28 a, 28 b Recess-   210 Bridge strut portion-   211 Width-   212 Bridge strut portion-   213 a, 213 b Run-out portion-   214 a, 214 b Connection portion-   215, 216 Width-   216 a Constriction-   217 Upper side-   218 Lower side-   219 Outer side-   220 Inner side-   BS Fastening side-   W₁ Clear width-   W₂ Clear width-   S Plane of symmetry-   x, y, z Coordinates-   α(x_(i)), β(x_(i)) Angle

What is claimed is:
 1. An integral brake carrier for a vehicle discbrake having a brake disc, comprising: a disc-encompassing frame portionhaving two parallel bridge struts and two frame portions arrangedparallel to a brake-disc axis of rotation and connected to the twobridge struts; and a fastening flange configured for attaching the brakecarrier to an axle flange of a vehicle axle, wherein at least one of thetwo frame portions widen in a direction from a side of thedisc-encompassing portion facing away from the fastening flange, to anouter edge of the fastening flange, the widening being an increase indistance from a plane of the disc-encompassing portion.
 2. The brakecarrier as claimed in claim 1, wherein the widening is such that ageometrical element is formed between the side of the disc-encompassingportion that faces away from the fastening flange, and an outer edge ofthe fastening flange of the brake carrier.
 3. The brake carrier asclaimed in claim 2, wherein the geometrical element is triangular, witha side of the frame portion which faces the fastening flange being ashortest side of the triangular geometrical element.
 4. The brakecarrier as claimed in claim 2, wherein the geometrical element istrapezoidal, with a side of the frame portion which faces the fasteningflange being a largest base side of the trapezoidal geometrical element.5. The brake carrier as claimed in claim 2, wherein at least one of theframe portions has a lower edge which has a rectilinear profile withoutsteps.
 6. The brake carrier as claimed in claim 1, wherein the brakecarrier has two carrier horns on a side of the brake carrier that facesaway from the fastening flange, and two carrier horns on a side of thebrake carrier that faces the fastening flange.
 7. The brake carrier asclaimed in claim 6, wherein the carrier horns on the side of the brakecarrier that faces the fastening flange are higher than the carrierhorns on the side of the brake carrier that faces away from thefastening flange.
 8. The brake carrier as claimed in claim 7, whereinthe two carrier horns on the side of the brake carrier that faces thefastening flange each have an L-shaped cross section.
 9. The brakecarrier as claimed in claim 8, wherein the L-shaped cross section of thecarrier horns on the side of the brake carrier that faces the fasteningflange have an axial thickness greater than an axial thickness of thecarrier horns on the side of the brake carrier that faces away from thefastening flange.
 10. The brake carrier as claimed in claim 1, whereinthe brake carrier has a reinforcement rib on the side facing away fromthe fastening flange which includes a central, curved rib portion, tworib portions (11 b, 11 c) having a rectilinear profile, and the central,curved rib portion and the two rectilinear rib portions form a closedcontour line.
 11. The brake carrier as claimed in claim 9, wherein thebrake carrier has a reinforcement rib on the side facing away from thefastening flange which includes a central, curved rib portion, two ribportions (11 b, 11 c) having a rectilinear profile, and the central,curved rib portion and the two rectilinear rib portions form a closedcontour line.
 12. The brake carrier as claimed in claim 11, wherein thecontour line of the reinforcement rib begins at one of the two frameportions and ends at the other of the two frame portions, the two ribportions having a rectilinear profile extend along the contour lineparallel to, or in, a plane of a base surface of the disc-encompassingportion, the central, curved rib portion extends along the contour linewith the bridge strut facing away from the fastening flange across aplane of symmetry of the brake carrier.
 13. The brake carrier as claimedin claim 12, wherein the central, curved rib portion of thereinforcement rib extends along the contour line in acircular-arc-shaped manner in a region of an axle-engaging-over portionof the brake carrier.
 14. The brake carrier as claimed in claim 13,wherein the reinforcement rib is mirror-symmetrical with respect to theplane of symmetry.
 15. The brake carrier as claimed in one of claim 11,wherein the reinforcement rib is arranged above axle fastening points ofthe fastening flange.
 16. The brake carrier as claimed in claim 12,wherein the brake carrier has pockets arranged in regions of thefastening flange adjacent to the fastening points, below the carrierhorns on a brake-disc-facing side of the side of the disc-encompassingportion that faces the fastening flange.
 17. The brake carrier asclaimed in claim 12, wherein the brake carrier has one or more aperturesextending through at least one of the base surface and the reinforcingrib in a region adjacent to the carrier horns on the side of thedisc-encompassing portion that faces away from the fastening flange. 18.The brake carrier as claimed in claim 16, wherein the brake carrier hasone or more apertures extending through at least one of the base surfaceand the reinforcing rib in a region adjacent to the carrier horns on theside of the disc-encompassing portion that faces away from the fasteningflange.
 19. The brake carrier as claimed in claim 17, wherein the one ormore apertures are two apertures arranged mirror-symmetrically withrespect to the plane of symmetry.
 20. The brake carrier as claimed inclaim 19, wherein a clear width of a brake pad slot formed between thecarrier horns on the side that faces away from the fastening flange isgreater than a clear width of a brake pad slot between the carrier hornson the side that faces the fastening flange.
 21. The brake carrier asclaimed in claim 1, wherein at least one of the bridge struts isprovided with at least one side tilted by an angle away from a rightangle relative to a side facing the brake disk.
 22. The brake carrier asclaimed in claim 21, wherein the angle is on at least the bridge struton the side that faces the fastening flange.
 23. The brake carrier asclaimed in claim 22, wherein the angle on the bridge strut on the sidethat faces the fastening flange is on the upper side of the bridgestrut, and the angle is tilted away from a horizontal plane which liesparallel to a plane of the base surface of the disc-encompassingportion.
 24. The brake carrier as claimed in claim 22, wherein the angleon the bridge strut on the side that faces the fastening flange is onthe lower side of the bridge strut, and the angle is tilted away from ahorizontal plane which lies parallel to a plane of the base surface ofthe disc-encompassing portion.
 25. The brake carrier as claimed in claim22, wherein the angle 1° to 20°.
 26. The brake carrier as claimed inclaim 22, wherein the angle 5° to 12°.
 27. The brake carrier as claimedin claim 22, wherein the angle varies over a length of the bridge struton the side that faces the fastening flange.
 28. The brake carrier asclaimed in claim 20, wherein at least one of the bridge struts has atleast one constriction.
 29. The brake carrier as claimed in claim 28,wherein the at least one constriction is symmetrical about the plane ofsymmetry.
 30. A disc brake of a vehicle, comprising: a brake caliper;and a brake carrier having a disc-encompassing frame portion having twoparallel bridge struts and two frame portions arranged parallel to abrake-disc axis of rotation and connected to the two bridge struts; anda fastening flange configured for attaching the brake carrier to an axleflange of a vehicle axle, wherein at least one of the two frame portionswiden in a direction from a side of the disc-encompassing portion facingaway from the fastening flange, to an outer edge of the fasteningflange, the widening being an increase in distance from a plane of thedisc-encompassing portion.